Engineer&#39;s valve.



LE. OSMER. ENGINEERS VALVE.

APPLIOATION FILED JULY 11,1910.

Patented Dec. 13, 1910.

BRAKE. CYLINDER EXHAUST PIq-a WI'T'N E15 5555+- x/wfl/zm/w ATTORNEY...

UNITED STATES PATENT OFFICE.

JOHN E. OSMER, 0F MILWAUKEE, WISCONSIN, ASSIGNOR TO ALLIS-CHALMERS COM-IPANY, OF MILWAUKEE, WISCONSIN, A CORPORATION OF NEW JERSEY.

ENGINEER S VALVE.

Specification of Letters Patent.

Patented Dec. 13, 1910.

Application filed 11115 11, 1910. Serial No. 571,318.

To all whom it may concern:

Be it known that I, JOHN E. OSMER, a citizen of the United States,residing at Milwaukee, in the county of Milwaukee and State ofWisconsin, have'invented a certain new and useful Improvement inEngineers Valves, of which the following is a specification.

This invention relates to improvements in the construction of engineersvalves for fluid pressure brakes, and particularly to engineers valvesadapted to be used with either straight or automatic air brake systerns.

The objectof the invention is to provide an engineers valve which issimple in construction and efficient in operation.

In engineers valves as heretofore produced, it has been customary toconstruct the valve proper so that its opening or closing necessitated asliding of the valve upon the valve seat. Suchconstruetion caused agreat deal of undesirable wearing to occur along the contact surfacebetween the valve and valve seat, and therefore unavoidably preventedthe maintenance of perfect 00- action between these elements. In thepresent invention the valves in opening are lifted away from their seatsrather than being slid over same, thus preventing the occurrence ofunnecessary wear between the elements. During the closing operation ofthe valves, the valves are brought toward the seats and contact withsame only after the valve is entirely closed.

A clear conception of one embodiment of the invention can be obtained byreferring to the accompanying drawing in which like reference charactersdesignate the same or similar parts in like or different views.

Figure 1 is a central vertical section through an engineers valve builtin accord ance with the invention. Fig. 2 is a horizontal transversesection through the device shown in Fig. 1, the section being takenalong the line II--II of Fig. 1 looking in the direction of the arrows.Fig. 3 is a similar section taken on the line IIIIII of Fig. 1 lookingin the direction of the arrows.

The casing of the engineers valve consists essentially of a body cap 2and body base 16, which cap and base are separated by a gasket 17. Thefastening of the cap 2 to the body base 16 is by means of bolts 31 andnuts 30 coacting therewith. The stem 1 is mounted concentrically withinthe body cap 2 and has its upper end projecting from said cap, theoutwardly projecting portion being adapted to receive the operatinghandle of the valve. The collar 4; is formed in one with, and at thelower end of the stem 1. The transverse key or rectangular portion 5 isalso formed in one with the stem 1 and projects downwardly from thecollar 1. The upper surface of the collar 1 coacts with a washer 3,which washer in turn coacts with the lower surface of the body cap 2.The washer 3 is made of leather or other suitable packing material. Aconduit 6, which is normally closed at its upper end by means of a capscrew or other device, is formed concentric with the stem 1 and has itslower end connected to the interior of the body cap 2 by means of ahorizontal passage formed through the rectangular portion 5.

A plate or disk 8 is fitted between parallel surfaces formed one at thelower end of the cap 2, and the other at the upper end of the body base16. The disk 8 has upwardly projecting parallel lugs 31 formed thereon.The groove formed between the lugs 34 has parallel sides which eoactwith correspond ing parallel sides of the portion 5 of the stem 1.Vertical passages 11 pass through the lugs 34, thus forming acommunication between the interiors of the cap 2 and base 16. The pins 9project vertically upward from the disk 8 and are placed one hundredeighty degrees apart. The pin 30, secv Fig. 3, projects radially inwardfrom the body cap 2 and is in such position that a rotation of the disk8 of ninety degrees will cause either of the pins 9 to strike the pin30.

The valve seat which is screw threaded into the lower portion of thebase 10, has its interior bored to receive guides 33 formed at the lowerportion of the valve 18. The valve 18 has an annular seating portion 22formed thereon, which seating portion coacts with the upper portion ofthe valve seat 23. Hook shaped arms 19 project vertically up- 'ard fromthe valve 18, the upper or hooked end of these portions 19 extendinginwardly. The T-shaped track or wedge 12 is semicircular in form and isfastened to the lower surface of the disk 8 by means of screws 10. Thesurface of coaction of the projections 19 with the wedge 12 is helicalin form. r helical spring 20 coacts at its lower end w th the upperportion of the valve 18 and with its upper end against a guide 21, which111 turn coacts against the lower surface of the wedge 12. The sprin 20is maintained in position upon the valve 18 by its insertion in thesocket 201 formed in the valve 18.

The valve seat 25 is screwed into the lower portion of the base 16 andis bored at its upper end to receive the guides 15 formedon the valve2 1. The valve 24 is provided with a seating portion 29 which coactsagainst an annular horizontal surface formed on the valve seat 25. Theupper end of the guide 15 coacts with the lower helical surface of thewedge let. The wedge 14 is semicircular in form and is fastened to thelower surface of the disk 8 by means of screws 10. The helical spring 28coacts against the lower surface of the valve 24: and against an uppersurface of the washer 27, thus tending to keep the valve seated. Thewasher 27 is kept in coaction with the lower portion of the valve seat25 by means of a lock nut 26.

The opening or passage 86 is formed through the bottom of the base 16and forms a communication between the interior of the base 16 and thebrake cylinder air passage or brake pipe. The lower portion of the valveseat is suitably connected to the exhaust air passage of the system. Thelower portion of the lock nut 26 is suitably connected with thereservoir or air supply passage of the system.

During the operation of the valve in CO11- nection with straight airbrake system, air under pressure is furnished through the connectionleading to the lock nut 26 and passes to the chamber formed in back ofthe valve 24-. As the valve stem 1 is rotated in an anti clockwisedirection, the thickness of the portion of the wedge 1% which coactsagainst the upper end of the guide 15 increases, thus forcing the valve2st away from the Valve seat and permitting the air under pressure topass into the interior of the valve body or casing. Due tononobstruction of the passage 36, the air admitted to the interior ofthe valve casing passes freely through the passage 36 to the brakecylinder to which this passage normally connects. Such passage of airunder pressure to the brake cylinder will cause a setting of the brakes.

If it is desired to release the brakes, the handle 1 is rotated in aclockwise direction until lap position, in which position the valve isshown in Fig. 1, is reached. Upon continued clockwise rotation, thewedge 14: ceases its coaction with the end of the guide 15, shortlyafter which event the wedge 12 takes effect upon the projections 19 ofthe valve 18. The clockwise shifting of the wedge 12 when in coactionwith the projecfrom the b ake cylinder.

tions 19, causes the wedge 12 to lift the valve 18 away from the seat23, thus opening same and forming a communication between the exhaustair passage to which the valve seat normally connects and the interiorof the valve casing. Since the interior of the valve casing is at alltimes in communication with the brake cylinder, an opening of the valve18 with the valve 241 in closed position, will cause a free exhaust orrelease of the air Vith the valve stem 1 in lap position, both valves18, 24, are closed there being no communication between either the airsupply or the free eX- haust and the interior of the brake cylinder.

1n using the valve in connection with antomatic air brake systems, thepassage 36 is connected with the brake pipe of the system. The brakes inthis case are set by opening the valve 18, or, in other words, byclockwise rotation of the valve stem 1 from lap position. This openingof the valve 18 causes a reduction of pressure in the brake pipe whichconnects with the passage 36, thus operating the triple valve and set--ting the brakes. The release of the brakes is accomplished byre-charging the brake pipe connecting with passage 36, this rechargingresulting from the opening of the valve 24. v

The lubrication of the valve is accomplished by the admission of oilinto the chamber formed within the cap 2, through the conduit 6 orthrough an opening in the cap 2 which is normally closed by the setscrew 7. The oil thus admitted to the cap 2 collects above the disk 8and is held there on account of the upward pressure exerted against thedisk 8 by the spring 20 and the air under pressure within the base 16.During coaction of the guide 15 with the wedge 14, the spring 28 alsoserves to force the disk upward. As the disk 8 is rotated the oilcontained above it eventually seeps through the joint formed between thedisk 8 and cap 2, thus thoroughly lubricating the surface of coactionbetween these elements. By locating the passages 11 so that they emergefrom the projections 34 at their upper ends, the oil contained above thedisk 8 is prevented from flowing through these passages 11 into the base'16.

It is not essential to have a separate cap 2, stem 1, and disk 8, asshown, as the disk 8 which carries the wedges 12, 141, could be rotateddirectly upon the valve base 16, the operating stem in this case beingattached directly to the disk 8. Such construction would necessitatethorough packing of the joint between the disk 8 and the body base 16,against the flow of air under pressure established and acting betweenthese elements. With the construction shown, such unnecessary packing isavoided and the pressure on either side of the disk 8 is balanced.

It will also be noted that it is not essential to have but two valves18, 24, as herein shown.

It should be understood that it is not desired to be limited to theexact details of construction shown and described, for obshifting eachof said wedges in contact with its corresponding valve to open same.

2. In an engineers valve, a plurality of ports, a valve controlling eachof said ports, a sepa ate wedge for opening each of said valves, andmeans for simultaneously movin said wedges, the one to open one of saida ves and another to permit closing of another of said valves.

In testimony whereof, I afhx my slgnature in the presence or twowitnesses.

JOHN E. OSMER. 'Witnesses \V. H. LIEBER, G. F. 1)E "Wnnv.

